Automatic change-speed device



Oct. 26, 1937.

A. ArHlMoN AuTQuATlc CHANGE spam? DEvIcE l Filedsept. 3, 1935 5 Sheets-Sheet 1 N .mm

Filed sept.v s. 1935 5 Sheets-Sheet 2 y Oct. 26, 1937. n i ATHIM'ON 2,097,011*

AUTOMATIC CHANGE SPEED DEVICE y Filed Sept. s, 1935 w 5 sheets-sheet s Oct. 26, 1937. A. ATHIMN AUTOMATIC CHANGE SPEED DEVICE Filed sept. s, 1935 5 sheets-sheet 4 A Oct. 26, 1937. A. ATHIMON y AUTOMATIC CHANGE SPEED DEVICE 5 sheets-sheet. 5

Filed Sept. 3, 1935 Patented Oct. 26, 1937 pNiTED- srArEs PATENT OFFICE Application September 3, 1935,` Serial No. 39,043

In France September'v 12, 1934 15 Claims.

The present invention has for its object a change-speed device with automatically variable speed ratios, chiey intended for use on motor vehicles. Said change-speed device is s'o constructed that, when a certain set of gears giving a certain speed ratio is operative, an increase or a decrease of the resisting torque applied to the driven shaft, beyond a predetermined limit, causes another set of gears, having another speed ratio to become automatically operative.

One object of the invention is to devise an automatic change speed device of this character which will be simple and compact in construction, reliable and efcient in operation and relatively inexpensive to manufacture.-

Another object of the invention is to provide an automatic change speed device of the type referred to, which shall be responsive bothto variations in resisting torque and vehicle speed'.v

A further object of the invention is to provide means whereby the gears will be synchronized or substantially synchronized a't the instant they come into meshing engagement.

Further objects and advantages of the invention will be set forth in the following description. Although the examples of construction hereinafter described are chiefly designed for use upon motor vehicles, they may be used in all cases where it is desired to transmit power under variable speed ratios. Obviously, the invention is not limited to a specific number of speed ratios.

In the accompanying drawings, which are tion, of a second embodiment, wherein provision.

4Q is made whereby the inoperative gear wheels remain stationary when the box is operating on direct drive.

Fig. 3 is an elevational view, with parts in section, of a third embodiment of this invention, in the case of a four speed box.

-pling members of the coupling device.

Fig. 5 is a ,section on the line 5--5 vof Fig. 4. Fig. 6 is a perspectivevview of the other coupling member of the coupling device.

Y Fig. 6a is a partial plan view of said other coupling member showing also partially the roller race and the obturating ring of the first coupling member in section.

55 Figs. 7 and 8 are diagrams representing the de- Fig. 4 is a perspective view of one of the cou- (ci. 'uf-m) velopment of the roller race of the coupling dea vice. i

i Fig. 9 is a diagram showing the 'development of the roller race or races of the coupling device or devices mounted on the counter-shaft.

Figs. 10 and 11 are elevational views showing two different `positions of the automatic gas throttling device for reducing the admission of gas to the engine.

Fig. l2 shows in elevational view one embodiment of a connecting device whereby said gas throttling device may operate without affecting the position of the accelerator pedal.

Fig. 13 shows in elevational view a modification of said connecting device. v

Fig. 14 shows in elevational `view a device whereby the end of the stroke of the accelerator pedal is resisted by an additional spring, for the purpose hereinafter explained.

Fig. l5` is an elevational view of the centrifugal masses used in the 'embodiment of Fig. 3.

Fig. 16 is an elevational View of a washer provided with ribs cooperating with the centrifugal masses shown in Fig. 15.

In the example shown in Fig. 1, I denotes a hollow driving shaft, mounted in a ball bearing |80 of the gear box casing 2. Itwill be supposed that said driving shaft rotates in the direction of the arrow .f. Within shaft I is rotatably supported, by roller bearings I8 I, one end of an intermediate shaft 3, whose other end is rotatably supported by rollers |82, within a hollow driven shaft I.

In the position shown in the drawings, (forward drive with direct coupling) shaft 3 is coupled with shaft 4 through a sliding gear-wheel 5,

keyed to shaft 4, but slidable thereon, and a clutch member 1 keyed to shaft 3 and provided with radial clutch teeth engaging mating teeth 6 provided within a lateral extensionl of gear 5. To driving shaft I are keyed two pinions 8 and 9, meshing respectively with two other pinions III and II, mounted on a countershaft I2 in the manner hereinafter described. The diameters of the pinions are suchthat the, speed imparted by shaft I t pinion I0 is greater than the speed imparted by said shaft topinion II. For slow speed ratios, rotation of counter-shaft I2 is transmitted to intermediate shaft '3 and thence to' driven shaft 4 through pinions I3 and I I, pinion I3 being keyed to countershaft I2 and pinion Il being connected `eitlfier to shaft 3 or I v as hereinafter described.

means of a coupling or torque limiting device adapted for automatic release, which is constructed as follows: pinion 3, keyed to driving shaft I, is formed laterally with a cylindrical clutch flange I5 (Figs. 1 and 4 to 8) whose end face is formed with notches I6, adapted to receive conical rollers I1 (Fig. 6) rotatably mounted upon pivot pins I8, carried by a coupling sleeve I9; sleeve I9 is keyed to shaft 3, b ut is axially slidable upon the key 213. Rollers I1 are normally pressed and held in the notches I5 by a calibrated spring 2| whereby shaft I is coupled to shaft 3 through pinion 3 and flange I5; spring 2| bears at one end upon a ange 22 of sleeve I9, and atthe other end, through a washer 23,

upon a nut 24 screwing upon sleeve I8 at |33 but which is held axially. between a shoulder of shaft 3 and the clutch member 1 above referred to, which is held axially by a nut 25. Shaft 3 is provided with a collar I 35, adapted to absorb the axial thrust imparted to pinion 3 by spring 2|, acting through rollers I1 and flange I5; it will be seen that the tension of spring 2| is thus taken up at one end by member 1 and shaft 3, through nut 25, and at the other end by the collar of shaft 3 through rollers I1, shoulder I5 and pinion 3; this arrangement avoids the use of a thrust ball bearing which would otherwise be necessary to take up the axial thrust of pinion 8.

.The direction of the threads |33 connecting nut 24 with sleeve I 9 is such that sleeve I9 moves.

towards the right (Fig. 1) when nut 24 rotates in the direction of the arrow f with reference to sleeve I9.

Nut 24 is arranged within pinion I4 and connected therewith by a roller bearing 26 and a free Wheeler one-way connection 21, in such manner that pinion I4 will rotate freely in the contrary direction to the arrow f with respect to nut 24; on the contrary, nut 24 is rotated by pinion I4 through the free wheel when said pinion rotates in the direction of the arrow f with reference to nut 24; free wheel 21 may consist of rollers operating in corresponding recesses of either member I4 or 24. Said conventional construction has not been represented in detail.

. Within clutch flange I5 of pinion 3 is arranged a backing ring 32, provided with teeth 3I, and which is movable both axially and circularly. The amount of rotation of said backing ring 32 is limited by studs 33, secured to flange I5, and engaging teeth 3I.

` In the position of Fig. 1, rollers I1 are engaged in notches I6 of flange I5 and pinion 3 is locked in rotation with sleeve I9 and shaft 3 under the action of spring 2|. In the position of Fig. '1, rollers I 1 are disengaged from notches I3 against the tension of spring 2|, due to a relative rotation between flange I5 and rollers I1 (in the manner hereinafter described), but said rollers -are ready to snap again into said notches if a reverse relativey rotation takes place between flange I5 and rollers I1. The purpose of backing ring 32 is to prevent undue :je-coupling of flange I5 with rollers I1, by filling up notches I6 and forming a substantially continuous race for rollers II, said race comprising alternately the upper Iends of teeth 3| and the edge of flange l5, between consecutive notches (Fig. 8). Rollers I1 have such a width as to ride both on fiange I5 and teeth 3| (Fig. 6).

In order to pass from the position of Fig. 'l to the position of Fig. 8, backing ring 32 will have to rotate in the direction of arrow f1. (Fig. 7)

with the parts in the position shown in Fig. 1,-

driving shaft I is locked in rotation with shaft 3 by rollers I1 engaging notches I 3. If. the resisting torque imparted to shaft 3 exceeds a given limit, determined by the tension of spring 2| and the inclination of the lateral wall 50 of notches I3, the axial component of the pressure of said walls upon sai'd rollers cause the latter. to leave the notches, thus disconnecting shaft I from shaft 3 .(Flg. '7). Shaft I rotating in the direction of arrow I (Fig. 1) the direction of movement of the portion of flange I5 situated behind the plane of Fig. 1 is that shown by arrow fz in Fig. 8. The relative motion of sleeve I9 with respect to flange I5 is thus shown byarrow f1 in Fig. '1 and projections 35 thus move ring 32 in the direction of arrow f1 until said ring is arrested vby studs 33 (position shown in dotted lines in Fig. 7) and forms, together with flange I5,

a continuous race for rollers I1; at this stage, recoupling of pinion 3 with sleeve I9 is prevented.

On counter-shaft I2 is mounted a pinion and clutch unit similar to the unit just described. Pinion II is mounted on nut 3 3 (like pinion I4 on nut 25), by means of a one-way connection or free wheel in such manner as to rotate loose- .1y upon said nut in the contrary direction to the arrow f3, and to drive said nut 33 when said pinion rotates in the direction of arrow f3. Nut 36 is held axially on countershaft I2 by a nut 31; a coupling sleeve 33, similar to sleeve I9,` is

slidably keyed at 42 on counter-shaft I2.

Pinion I 3 is associated with a coupling device with automatic release similar to the one above described, except that the race sections of clutch flange 43 (similar to flange I5) and the ends of the teeth of ring 49 (similar to ring 32) are somewhat sloping, as shown in Fig. 9. Pinion III is Y connected with shaft I2 through rollers 39 (simimparted to shaft I2 exceeds a given limit, rollers 39 leave the notches of flange 43, thus disconnect-'- ing said shaft from pinion III.

Two spacing sleeves 43 and 44 are adapted to maintain the proper axial position of pinion I3 and of a back motion pinion 45.

The operation is as follows. In the position of direct drive shown in Fig. 1 (third speed in the present example), driving shaft I, rotating in the direction of the arrow f, actuates driven shaft 4 through rollers' I1 (pressed in notches I3 by spring 2|) sleeve I9, shaft 3, clutch ring 1 and pinion 5V. In this position, pinion 3 rotates counter-shaft I2 in the direction of the arrow f3 through pinion III, rollers 33, and ring 33. Pinion I3 imparts to pinion I4 an angular speedwhich is less than that of nut 24, rotating in unison with the driving shaft `I (owing'to the speed ratioof the pinions 3, I3, I3, I4). Pinion I4 will thus rotate idle on free wheel 21. On the other hand, pinion 3 (whose diameter is less 'whereby pinion II will rotate idle on its free wheel.

The vehicle running on direct drive, when the resisting torque reaches a suflicient` value to overcome the tension of spring 2|, rollers I1 are driven out of their recesses, as above explained. Rollers |1 will then roll upon the race of ange I5, and studs 35 (see Fig. 7, position in full lines) will drive ring 32 to the position shown in the dotted lines, in which teeth 3| form a backing for rollers I1 at the time when they pass over the notches I6 of flange I5;

As will be seen in dot-and-dash lines in Fig. 7, the rollers now turn as if race I5 were continuous, since rollers I1 will bear alternately upon race I5 and upon teeth 3| of member 32, the latter being pressed downto the level of the race of flange I5 by the tension of spring 2| acting upon the teeth 3| through the rollers.

This condition is maintained for a very short time, viz., during the time necessary to enable the engine to speed up to a sulcient extent, in order to impart to the loose-wheel pinion I4 a speed which is at least equal to the speed of shaft 4, motion being then transmitted through pinions 8, I0, I3, I4, (second speed). Henceforth, the free wheel rollers 21 will become operative and drive nut 24, which acts by its screw connection upon sleeve I9 to shift the latter to the right and to thus move the same away from flange I5, against the action of spring 2|, until sleeve I9 abuts against the shoulder |84 of nut 24. Sleeve I9 will now be rotated in unison with nut 24. Shafts 3 and 4 connected together by clutch ring 1 and pinion 5 will thus drive the vehicle in second speed. Rollers I1 are now inoperative and any increase of the resisting torque will leave the parts .in this position.

The device being in the position for the second speed, if the resisting torque still increases and reaches a predetermined value, pinion I0 will become automatically disconnected from countershaft I2, due to rollers 39 being forced out of their recesses 16 by the reaction ofthe inclined parts 15, against the action of the spring just as described with reference to pinion 8. Backing ring 4S will then close the recesses 16 of flange- 48, and pinion I8 will turn loose on its shaft. :The speed of the driving shaft I increasing, as well as that of pinion 9, the loose-wheel`pinion II will assume such a speed as to drive screw 36, through its free wheel. At this time, sleeve 38 and rollers 39 are kept away from the roller race due to the screwthreaded connection of nut 36 with sleeve 38. The-vehicle now runs in first speed.

The operation ofthe device for passing from a lower speed ratio to a higher speed ratio will now be described):

Assuming the parts are in the position for the second speed, if the resisting torque decreases to such an extent that the vehicle may be 'driven on direct drive, the tension of spring 2|, acting upon sleeve I9 through ange 22, will exceed the reaction of the screw-thread of nut 24 upon said sleeve I9; the latter will thus be shifted to the left and the rollers I1 will again ride on race I5.

However direct return of rollers I1 into their recesses I6 might occasion a shock in the driving `gear of the vehicle, if the recesses I6 for said pedal.

shaft with whiclithey are connected. It is thus necessary, before resuming the contact, to provide for a reduction of the speed-of the engine, in order to prevent the .rollers I1 from entering their recesses I6 until the speed of the engine and of the recesses for the rollers is equal to or is somewhat less than the speed of the rollers I1 and of the driven shaft 4.

The change speed device may bel of the semiautomatic type, and in such case, slowing down of the engine may be operated by the driver, who momentarily closes oft' the gas or releases the gas An entirely automatic operation is obtained by means of the following device. The flange 22 of sleeve I9 is connected with a lever 5I (Fig. 10)

through a fork 55formed on said lever. Lever to casing 2, and its end 53 may engage the pointed end of a pawl 54 whichis fulcrumed at 56 to a. lever 51, pivoted about a xed pin 58 secured to casing 2. position of Fig. 11 by a spring 59. y

Similarly, the flange" of coupling sleeve 38 is connected by a fork to a crank lever 6 I, pivoted at 52; its upper arm has the same shape as the lever 5| and is adapted to act, in the same manner as the lever 5I, upon pawl 54 (see Fig. 10).

Rotatable with arm 51 is a lever 60 (see Figs. 10 and 12), urged bya spring 62 upon a stop 63, spring 62` being attached to a suitable attaching member 64.

Movement ofthe lever 68 is transmitted to the' gas throttle of the Carburettor of the engine by the following device (Fig. 12) to the end of lever a. pivot pin 'Ill and is urged by a spring 12 in such manner as to press a stop-nut 1I on said rod against pivot pin 18. The usual return spring of the pedal, as well as the spring of the throttle. are not shown.

The operation is as follows: When proceeding from the direct drive to the second speed, flange 22-,moves to the right, together with sleeve I9 and thus actuates lever 5I, the position being shown by the fulllines in Fig. 10, in which the end 5-3 of lever 5I raises pawl 54, without-affecting the throttle control; lever 5I then assumes theposition shown in the dot-,and-dash lines, and the pointed end of the pawl moves down to a posi'- tion adjacent the end 53. Wh'en the resisting torque decreases, flange 22 returns to the left, and the end 53 of lever 5| engages the pointed end of pawl 54, and rotates the latter together with lever 51, about pivot pin 58, to the position shown in Fig. 11.

The movement thus imparted to lever 51 closes throttle 13 as hereinafter described, without changing the position of the accelerator pedal 65.

When the -gas throttle is in the closed position, the engine slows down; however, as long as the engine speed is greater than the speed of shaft 4, backing ring 32 vremains in the position shown by the dot-and-dash linesin Fig. 7, and the yrollers cannot enter their recesses I8. When thespeed of the engine is reduced below this point, the direction in which projections 35 press upon ring 32 isreversed, andsaid projections rotate ring 32 Pawl 54 is urged to the yof lever 65 with the throttle lever 69, secured to the throttle 13; rod 68 slidably extends through inthe direction of arrow f2, thus releasing roller recesses I6 (see Fig. 8).

When the rollers I1 begin to enter their recesses, lever 5I (see Fig. l1) escapes from the end of pawl 54; this pawl together with levers 51 and v6|'l resumes the position shown in Fig. '1, thus causing resumption of the engine feeding; the engine will then actuate the shafts 3 and 4 on direct drive.

If the engine fails to operate properly upon a rapid opening of the throttle, return movement of the throttle to the open position may be retarded by any suitable means, for example a hydraulic or pneumatic brake.

The closing movement of lever 51 is transmitted to throttle 13 in the following manner.

The control gear for the throttle assuming the position shown by the full lines '(position of complete opening), lever 60, when proceeding from the position shown by the full lines to the position shown by the dotted lines, moves rod 68 and throttle 13 through lever 65 into the closing position, this operation taking place without changing the position of accelerator pedal 66.

If the throttle control gear is in the closed throttle position, movement of 1e`ver 60 does not aiect rod 68, since lever 69 is at the end of its stroke, and pivot pin slides upon said rod, while compressing spring 12,

Shifting from rst to second speed takes place in a similar manner: as soon as the tension of the spring associated with sleeve 38 overcomes the reaction of the screwthread connecting said sleeve with nut 36, sleeve 38 moves toward iiange 48 and the projections |14 rotate backing ring 49 in a position where rollers 39 may enter notches 16, provided however the driver has released the gas pedal to slow down the engine.

For the purpose of automatically slowing down the engine when shifting from rst to second speed, means may also be provided for controlling automatically the carburettorthrottle in response to operation of sleeve 38 on countershaft I2. For this purpose, the ange 31 of said sleeve actuates lever 6| in the same manner as flange 22 actuates lever 5I, and the end of lever 6|, justlike the end of lever 5|, is adapted to act upon pawl 54 and thus upon the carburettor throttle.

Movement of lever 60 may also be transmitted to the gals throttle by a modified device, shown in Fig. 13: in this construction, lever 60 is mounted on pivot pin 58 at a diierent setting from the one disclosed in the arrangement of Fig. 12;4 said lever 60 coacts with a stop similar to 63, and is urged by a return spring similar to 62, secured to an attaching pieceasimilar to 64 (not shown) Lever 6|), rotatable with lever 51, transmits the power to a lever |63 controlling throttle 13, through a rod |65, slidable in a hollow pivot pin |66 and having a stop nut |61. The accelerator pedal 66 acts upon lever |63 through a rod |59, slidable in the hollow Apivot pin I6| and urged by a spring |60 in such manner as to press a stop nut |62 of said rod against pivot pin I6I.

The operation is as follows: the device assum-` ing the position shown by the full lines (position for the complete opening of the throttle), and lever 60 proceeding to the position shown by the dotted lines, lever |63 and throttle 13 are brought thereby into the closed position, through rod |65; pivot pin |6I, sliding upon rod |59, will compress spring |60, without changing the position of pedal 66.

When the throttle initially assumes its closing position, movement of lever 60 has no eiect on lever |63, because stop nut |61 is located on rod |65 at a suiiicient distance from pivot pin |66, to provide for a lost motion.

In the device so far described, the changes in the speed ratio always take place for determined resisting torques upon the driven shaft, due to the constant action of spring 2| and of the similar spring associated with sleeve 38. Inasmuch as it is desirable to alter the instant of changing the speed ratio, according to circumstances, the device according to the invention comprises means whereby the operation is responsive to variations in the vehicle speed.

Said means comprises centrifugal masses 30 pivoted to nut 24 about pivot pins 29 carried by lugs 28 of nut 24. Said masses are formed with a foot 14, adapted to exert on washer 23 a force which increases the tension of spring 2| at high speed.

It will be seen that the greater the tension of spring 2| the greater will be the resisting torque required to automatically shift the gear box from a. given speed ratio to a lower speed ratio. It

. is advantageous to promote the transfer from a higher to a lower speed ratio in the case in which the speed of the vehicle is reduced (due to a marked reduction of the feeding of th`e engine, for example) to a point near the speed corresponding to the maximum torque of the engine or to a point near the speed at which jamming of the engine may take place (slow speed running). The centrifugal masses 30 are adapted to increase the tension of the spring 2| at high speeds, as above stated, the tension of said spring falling down to its initial Avalue for the slower speeds. This reduction of the tension of the spring 2| as slow speeds will also facilitate4 starting, i. e. shifting the slower speeds (with a reduced feeding of the engine); this is important since, upon starting, the system is inoperative, and czissumes the position of direct drive or higher spee The inward movement of centrifugal masses 30 is limited by the foot 14 when the Vehicle travels at the normal speed, vwhereby said masses are prevented from increasing the tension of said spring beyond a certain limit. The spring is thus unaiected by the speed changes, for this end position of masses 30.

At its normal speed, the vehicle may be in such conditions that it can be driven at will either on direct drive or in second speed.

If the driver wishes to travel at the maximum speed, he will keep thel accelerator pedal depressed to the maximum and the automatic change speed gear will proceed to the second combination, as soon as, due to a speed reduction, the power. torque will have increased to a sufcient degree to overcome the force of spring 2|; said spring is so calibrated as to promote shifting to a lower speed ratio for the maximum speed of the vehicle, with full load on the 'en-v gine.

l On the contrary, if the driver wishes to main speed will thus have to slow down further, in

order to obtain a greater increase of the driving torque, so as to makeup for the reduction of load, and to thereby obtain a torque which exceeds the tension of spring 2|.

It is obvious that the less the engine increases its torque by reducing its speed, the greater will be the interval between the two speeds at which changing over takes place, for a given reduction of the rate of feeding of the engine.

In order to enable the driver to more readily nd the position in which he will run, as far as possible, either on the higher combination, or on the lower combination, the rod 61 of the accelerator pedal (see Fig. 14) may be provided, for example, with a spring I'II having an initial tension, said spring bearing against a washer |10 bearing in turn on a shoulder vof rod -61 and being held at the other end by nuts |12. Rod S1 is slidable in a fixed stop |13, against which washer |10 will be applied, in the case of a sufficient angular movement of pedal 66.

As long as washer I1I does not engage stop member |13, the ordinary return spring of the accelerator 'pedal (not shown) is the only one which resists depression of the pedal; however when washer IIll engages stop member |13, the

tension of spring I1I is added to the tension of Y the ordinary return spring. 'I'he operator will thus be able to readily plot out the two ranges of displacement of the gas pedal, one corresponding to the'vehicle running at the maximum speed and the other to running as long as possible on direct drive.

Should the driver desire to. further advance.

the change to the lower combination, for instance, he can do this by clutching out and then.

re-engaging the usual clutch' the engine speed will thus suddenly increase and cause a somewhat abrupt action upon the transmission gear, which may advance to a certain extent the change to a lower speed ratio; the acceleration thus imparted to the vehicle may assure maintenance on this lower combination. 'Ihe driver may obtain the same result by a slight and short braking of the vehicle.

In some cases,`a rapid action upon the accelerator pedal may also advance shifting to the lower combination. f

The actionv of spring 2|, controlling the automaticaction of the change to different speeds,

is quite stable because said spring acts directly.-

without the interposition of a friction surface, for instance, and the operation is not dependent upon variations of a coeicient of friction. The

single spring surrounding the shaft. The ac-v tion of the centrifugal masses mayalso be made adjustable.

The inclined walls of the notches, such 4as 50 ,for example, will preferably have such an outline as to progressively merge with the roller race, in order that-the rollers I1 shall be at once driven towards theirrace as soon as the tension of spring 2| becomes somewhat less than the action of the resisting torque, thus preventing all movement of the rollers in their recesses, save at the exact points of exit. p

- It will be noted that,v when proceeding from the position of direct drive to the position for second speed, for example, the rollers I'I have been expelled by the reaction of the inclined' vtorque which causes shifting to the higher speed shall be substantially equal to the value of the increasing resisting torque which caused shift` ing to the lower speed, the screw-thread of inein-l bers 24 and I9 may be given such a pitch that their action will be slightly ampliiied (relatively to the inclined parts 50), thus tending to compensate for the passive resistances, taking due account of the increased vtension of. spring 2 I. If the system proceeds, for example, to the second speed, at the moment when the screwthreads of members 24 and I9 become operative in order to move rollers I1 away from their races, the acceleration Athat the engine tends to give to the Avehicle may allow a greater action than the one that eiected the escape of the rollers. On the` contrary, if it -is desired to separate the rising and descending points of shifting, the screwthreads of members 24 and I9 may be given such a pitch that their action will be slightly decreased (relatively to the inclined parts 50).

It will be noted that, when shifting from second speed to rst speed, duringthe time between the instant when rollers 39 leave their recesses 16, and the instant when loose wheel II begins to operate, nut 24 does not exert any reaction upon the s crew thread of sleeve I9 and rollers I1 have a tendency to return toward the roller race of ilange I5; however, as the speed of the engine and of ange I5 are much greater than that ofrollers I1 and of shaft- 4, ring 32 will not allow the rollers to enter their recesses I6.

It should also be noted that in the same circumstance, the end of lever 5I is not liable to actupon pawl 54 and to slowdown the engine, since lever 6I has a position corresponding to the position of lever 5| shown in full lines in Fig. 10, that is'the pointed end of pawl 54 'is raised and cannot be reached by lever 5I.

As above described, the roller races of ilange v 48 and of backing ring 49 are somewhat inclined (Fig. 9) and the purpose of this design will now be explained: In the case of flange ly controlled in one direction by the studs secured to flange 48, connected with pinions I'and 8 and with driving shaft I, but it will be driven in the contrary direction by the projections |14,

which are connected with sleeve 38 and hence withcountershaft I2 and pinions I3 and I4; now pinion I4 is loose, and hence projections |14 will only act by reason of the momentum ofthe parts in movement. may be insufllcient, a slightinclinationy or slopev is given to the roller races of members 48 and 49.

If roller race 48 and ring 49 are moved in the direction o! the airow in Fig. 9, `at a greater speed than projections |14 and rollers 39, these latter will act by friction and will maintain loosewheel pinion I4 in action; ring 49 is held in the position shown in Fi'g. 9, in which it' closes the Inasmuch as this action members 48 and 49 becomes less than that of rollers 39 and projections |14, the action of loosewheel pinion vIii is interrupted, and rollers 39 are free to descend the slopes; projections |14, whose relative movement on ring 49 is reversed, will move the latter, thus allowing the rollers to enter their recesses.

-In the position shown in Fig.` 1, the sliding pinion 5 is in the position for forward drive, its clutch teeth 6 being engaged with` those of member 1,'thus connecting together shafts 3 and'4. The idle position of the gear box is obtained by shifting the sliding pinion to the right, until its clutch teeth are disengaged from member 1, shaft 3 being thus disconnected from shaft 4. When the sliding pinion is pushed completely to the right, with the pinion now in the position shown by the dot-and-dash lines and next the pinion 45, the gear box assumes the position for back drive. Pinion 5 now engages a pinion or a set of pinions, not shown, which also engages pinion 45 from which pinion 5 receives a reverse motion.

When the sliding pinion is pushed to the left, the clutch teeth 6 engage a set oi. clutch teeth 46 formed on pinion I4. As the clutch teeth of member 1 are released, shaft 3 can rotate loosely within shaft 4. The movement of drivingshaft I is thus transmitted by pinions 8, I0, I3, I4 and then directly by clutch teeth 46 to sliding pinion 5 and to shaft 4. As the entire control is positive, in both directions, this permits the braking by the engine. The system is thus pre-v vented from returning to the direct drive, and the second speed becomes the only possible higher speed. 'I'his permits, when necessary, to obtain the braking by they engine at this speed. It should be remarked that braking by the engine is always possible on direct drive.

Sliding pinion 5 is displaced by a fork 11, mounted on a rod 18; it can be locked in each position, and controlled by any known means (not shown).

As the gear casing contains only a single pinion, the operating lever of the gear box may be readily located at any point within reach of the driver, for example, on the dashboard.

In the modification shown in Fig. 2, use is made of loose wheels of the ratchet type, and the ar-` rangement is such that the gear-wheels which are idle when the vehicle is in direct drive (position shown in Fig. 2) remain stationary. The features which differ fromthe example shown in Fig. 1 are the following: Pinion 19 is mounted loose on driving shaft 80, connected with the engine; it is held axially, on'the one hand by a shoulder 8| of shaft 80, and on the other hand by a hollow nut 83, pressed against a shoulder of shaft 80. Pinion 19 carries laterally a set of ratchet teeth' 82, opposite a corresponding set of teeth 84, formed upon a ring 86, provided internaily with tongues 86 lhaving the shape of keys and slidable in keyways.81 in shaft 8l. A sleeve 88, extended at v89, engages the ends of tongues 86, thus preventing the teeth 84 and 82 from engaging each other under thev action of spring.

90. The shoulder 8| of drivingv shaft 88 is suitably perforated to accommodate the ends of tongues 86. Said shoulder carries a coupling flange 9| within which is located a backing ring 92, asin the preceding example (Fig. 1).

To a nut 92, screwing upon sleeve 88is vkeyed a ring 94, slidable on member 93. Said ring 94 carries teeth 96, adapted to engage corresponding teeth 98 of a pinion 91. which is loosely ro tatabie on member 93 and'member 98. Ring 94 is urged by a spring 99 towards the teeth 96; it is held apart from the latter by a. stop ring consisting, for example, of one or more spiral turns of an elastic material |00, secured to projections I| of sleeve 8.8..-,Said projections |0| are inserted into recesses provided in nut 93.

A member 98 pressed by a nut |02 against a shaftv |03, to which itis keyed, serves to maintain the axial p'osition of member 93 and carries clutch teeth |04; in the position' for forward drive, said teeth are adapted to engage corresponding teeth on the shaft which is to-be driven.

A pinion is mounted loose on shaft 60; it is held laterally by a nut |06 and carries laterally a set of ratchet teeth |01, opposite another set of teeth |08, carried by a disc |09, keyed to shaft 8 0, but slidable on the latter. Said disc |09 is controlled by a fork ||0, secured to a lever I| I, pivoted on a pivot pin II2, mounted vin a fork II3, secured to the casing (not shown). The lower part of lever IIIJcarries a fork II4, controlled by a ring I5, which is mounted upon extensions ||6 Iof a sleeve ||1, controlling the said ring |I5 in an elastic manner.

Said ring ||5 is urged by a spring I|8 upon a stop ring II9, mounted on the extensions IIE; these latter extend through cut-out parts of pinion |20.. Pinion |20' is screwed to sleeve ||1 and is held laterally by a ring |2| and a nut |22, upon a counter-shaft |23. Shaft |03 carries a ring |39 and a nut '|3I. l

A pinion |24 is connected with sleeve ||1 by a coupling device with automatic release, comprising the same parts as thosel associated with A pinion |25,

"the pinion I0 shown in Fig.' 1.

which is held axially by a spacing ring |26 is in gear engagement with pinion 91. The other parts shown in Fig. 2 need not be describedin detail, since they have the same construction and function as those described with reference to Fig. 1. The flanges of sleeves 88 and ||1 act, through any suitable means, upon an automatic devicefor slowing down the engine, which may be similar-to the one shown in Figs. 10 to 13. Shafts ,80, |03 and |23, are suitably supported in a casing, not shown.

The pperation is as follows.

On direct drive (positionof-Fig. 2) pinions |05, 19 and' 91 mounted on driving shaft 80 and on shaft |03, connected with the driven shaft, are loose, since the sets of teeth |08, 84 and 95, which are .adapted to connect said pinions with the engine shaft 80 and the intermediate shaft |03 are held apart from their corresponding sets of teeth. When the device proceeds from the direct drive set of teeth 84, which is no longer held apart by the end 89 of sleeve 88, has a tendency to engage -the set of teeth 82 under the action of spring 90. On the other hand, the ring 94 with the set of upon the teeth 96 before the teeth 84 act upon the eorrespondingteeth 82. Since at this time the teeth 96 will 'act by their inclined faces upon the teeth 96, they will rst slide, thus gradually speeding up the pinions 91. |26. |24, 19 and the n counter-shaft; consequently,`when the teeth 84 finally engage the corresponding teeth 82, these latter, as well as pinion 19,- may have a speed practically equal to that of teeth-84. This is important, considering that the teeth 84 have a tendency to act, in these conditions, immediately by the right-hand side; besides, the outer part of the straight sides of the teeth 84 and 82 is rounded in order to prevent engagement at very different speeds.

As long as the engine will not have reached the speed corresponding to the second speed ratio, the ratchet teeth 95 and 96 will slide by friction `upon each otherin the contrary direction to their active operation. When the engine attains the corresponding speed, the teeth will move in the proper directionv for driving the vehicle.

Upon shifting from second speed to direct drive, sleeve 88 will begin its movement to the left of Fig. 2, thus tending to release the teeth 95 and 84 from their corresponding teeth; however, as the total displacement of sleeve 88 to the-right exceeded the displacement necessary for the engagement of Athe teeth, the movement to the left mayl commence without any release of these teeth. On the other hand, it has been explained, in the first embodiment of the invention, that the displacement to the left of the sleeve (similar to A sleeve v88), causes slowing. down of the engine,

by means of the device of Figs. 10 to 13. This slowing action, as applied to the present modification, has the effect of eliminating all pressure upon the ratchet teeth, whereby sleeve 88 will cause disengagement of said ratchet teeth when they are no longer operative.A

Shifting from the second to the first speed, as concerns the beginning of the action of teeth |08vupon teeth |01, will take place after the same manner as for the other ratchet teeth, taking due account of slight differences of construction. When rollers |28 are driven out of the recesses ofiiange |29, sleeve ||1 moving to the left, will drive with it the ring ||5 through its extensions ||6, said ring will actuate lever through fork ||4, and, through fork ||0, lever will move ring |09 to the right, thus engaging teeth |88 with teeth |01, while connecting pinion |05 with driving shaft 88.

As the displacement allowed by teeth |08 is less than the displacement of sleeve I |1 to the left, spring 8 will yield according to the difference between these two displacements. When ring ||1 returns to the right, that is, after shifting from first speed to second speed, sleeve ||1 will move to a certain extent before causing separation of the teeth |08 and |01, for the same reason as above set forth for the other ratchet teeth.

Fig. 3 shows a third embodiment of the invention, in the case of a four speed box as well as a modified form of the centrifugal masses, which aifordsa reduction in the general size. Between a nut |32 corresponding to the nut 24 shown iri Fig. 1, and a washer |33 corresponding to the washer 23 of Fig. 1, are held heavy centrifugal masses 34. Ribs with inclined facesA |35 are provided on the washer |33 and are engaged in recesses |90 provided in the masses |34, the

end wall of said recesses having the same inclina. tion as the 'inclined faces of the ribs |35. Whenproceeding from the position shown'in full lines to the position .shown `in dot-and-dash lines,

are guided laterally by studs |31 carried on the 4 nut |32, and their movement is limited by appendages |38 of said masses |34 cooperating with the studs |31. Their function is similar to that of the masses shown in Fig. 1. l

'Ihe devices for automatically disengaging the pinions are practically similar to those shown in Fig. 1. The particular feature of the apparatus 'consists especially in the connection of the pinions and the counter-shaft between the first and the second speed.

Upon driving shaft |39 is keyed an ordinary pinion |40 and said shaft further carries twol loose wheel pinions and |46.

'I'he position shown in Fig. 3 is the position of direct drive, or fourth speed. When sleeve |4| moves away from pinion |40 (i. e. from the driving shaft) the .latter drives the vehiclev at thethird speed, through pinions |42, |43 and |44. Sleeve |4|, in its movement, compresses-spring |36, and the driving torque of pinion |40 is transmitted to a shaft .|5|, connected with the shaft to be driven, through the following devices: pinion |42 drives sleeve |41, through rollers |52; said sleeve drives pinion |43 by means of its key |53; pinion |43 then drives second speed, through pinions |48, |43 and |44.

In this case, the operative connection is as follows. Pinion |48 acts, through rollers |54, upon sleeve |49 which drives shaft |55 by means of the key |56; shaft |55, through key |51, rotates ring |58. Said ring |58 holds sleeve |41 apart from pinion |42, owing to the screwthreads provided between members |58 and |41, which are similar with the screw-threads |83 shown in Fig. 1; sleeve |41 is thus rotated and imparts movement to shaft |5| bythe same intermediate devices -as above described for lthe operation at third speed.

kmentioned for loperation at second speed and .at third speed.

` In the arrangement of Fig. 3, the collars of the rings |4|, |41 and |49 act in the same manner as their corresponding parts in the examples of Figures 1 and 2 by suitable intermediate parts on a device slowing the. engine (device not shown in Fig, 3).

It will be seen that when the rollers |52 and |54 have been separated from the pinions |42 and 48, these latter are `loose on the shaft |55 .and are adapted to take play. In order to automatically center said pinions on their shaft, when the rollers |52 and |54 again engage said pinions under the action of their springs, the hub of eachof these pinions may be provided with a conical part |86 or |81 which under the pressure of the springs, will center the pinion against a corresponding conical shoulder carried by the shaft |55. y

Shafts |39 and ISI, the driven shaft (not shown), and counter-shaft |55, are suitably mounted in a casing, not shown.

It should be remarked that the various coupling devices with automatic release, with the exception of the one corresponding to direct drive. have been mounted, in the example described, on the intermediate shaft, in order to reduce the tension of the coupling springs, since the latter will take advantage of the reduction in speed ratio existing between the countershaft and the driven shaft.

The devices described may obviously be various- 1y modified without departing from the principle of the invention. For example, use may be made of coupling devices with automatic release of a different type than the one represented in the drawings.-

Having now described my invention what I claim as new and desire toy secure by Letters Patent is:

1. 'In an automatic change speed mechanism, a driving shaft, a driven shaft, two coupling mem-i bers rotatable with said driving and driven shafts,

inclined surfaces .of one coupling member, where-` by the engagement with the inclined surfaces of the other coupling member is made respectively impossible and possible, stop means on said one coupling member adapted to limit the movement of said obturating member in two extreme positions in which said inclined surfaces on said one coupling member are respectively covered and uncovered, cooperating driving surfaces on saidv obturating member and on said other coupling member adapted to bring said obturating member into either extreme position according to :the

direction of 'the relative speeds between said coupling members, power transmission means connecting in parallel with said coupling members saiddriving shaftl with the vcoupling member rotatable with said driven shaft and including a rotary member, and a free wheel mechanism associated with said rotary member, whereby the latter ,is loose when said coupling members are coupled and transmits power to said driven -shaft when said coupling members are uncoupled.

` V2. In an automatic change speed mechanism, a.`

driving shaft, a driven shaft; two coupling members rotatable with said driving and driven shafts respectively, adapted to be broughttowards and resilient means adapted to press yieldingly said coupling members in thelcoupling position and to yield when the resisting'torque imposed to the driven shaft exceeds a determined value, an obturating ring adapted to cover and to uncover said notch, whereby the engagement of said roller' with said notch is made respectively impossible ,and possible, stop means on said roller race adapted to limit the movement of said obturating ring in two extreme positions in which said notch is respectively covered and uncovered, cooperating drivingsurfaces on said bturating ring and."

on the roller carrying coupling member adapted toLbring said obturating ring into either extreme position according to the direction of the relative speeds between said coupling members, power transmission means connecting in parallel with said coupling members said driving shaft with the coupling member rotatable with said driven shaft and including a rotary member, and a free wheel mechanism associated with said rotary member, whereby the latter is loose when said coupling members are coupled and transmits power to said driven shaft when said. coupling members are uncoupled. y l

3. Inv an automatic change speed mechanism, a driving shaft, a driven shaft, two coupling members rotatable with said driving and driven shafts respectively, adapted to be brought towards and away from each other and provided with cooperating inclined surfaces adapted to connect operatively said shafts when engaging each other and to slide upon each other so as to separate said members from 'each other, a one way clutch mounted on the coupling member on said driven shaft, a toothed wheel carried by said one Way clutch and adapted to rotate said one way clutch, power transmission means connecting in parallel with said coupling members said driving shaft with said toothed wheel, resilient means bearing on one side `on said one way clutch and on the other side on said coupling member on said driven shaft and adapted to press yieldingly said coupling members in engagement with each other and to yield when the resisting torque imposed `to the driven shaft exceeds a determined value, cooperating surfaces on said one way clutch and on said coupling member on the driven shaft adapted to move said coupling member on the driven shaft away from the coupling member on the driving shaft against the action of said resilient means when said one way clutch is rotated by said power transmission means and toallow said coupling member on the driven shaft to move towards ,the

coupling member on the driving shaft under the action of said resilient means, and a stop member on said driven shaft adapted tolimit the displacement of the coupling member on said'drivcn shaft away from the coupling member on said driving shaft. f l

4. An automatic change speed mechanism according to claim 3, in which said cooperating surfaces are in the form of screwthreads,

5. An automatic changespeed mechanism according to claim 3, in which said cooperating 'surfaces are in the form of screwthreads, the pitch of said screwthreads beingso chosen with relation to the inclination of said inclined surfaces on said coupling members that the two coupling members are urged into thecoupling position for a' resisting torque different from the resisting torquey which causes the two coupling members to be brought into the uncoupling position. ,f

6. In an automatic change speed mechanism, 'a driving shaft, a drivenv shaft, two coupling members rotatable with said driving and driven shafts respectively, adapted to be brought 'towards and away from each other and provided with vcooperating inclined surfaces adapted to connect operatively said shafts when engaging 'each otherand to slide upon each other so as to separate said members from each other, re-

silient means adapted to press yleldingly said coupling members in engagement with each other and to yield when the resisting torquecoupling parts rotatable with said countershaft a driving shaft, a driven shaft, two cooperating and with said second gear wheel on said countershaft respectively,. adapted to be brought towards and away from each other and provided the one with a roller race interrupted by at least one notch with sloping faces and the other with at least one roller adaptedto roll on said race in the uncoupling position and to enter said.

notch and to lock said coupling parts in rotation in the coupling position, resilient means adapted to press yieldingly said coupling parts l'in the coupling position and to yield when the resisting torque imposed to the countershaft exceeds a determined value, a second one way clutch mounted on the coupling part rotatable with said countershaft," and a toothed wheel carried by tate said second one way clutch and to mesh with the other of said wheels on said driving shaft.

7. In an automatic change speed mechanism according to claim 6, the further feature consisting in the fact that said roller` race is inclined with relation to said countershaft, in such a direction as to facilitate return movement of the roller tothe coupling position.

8. In an automatic change speed mechanism, a driving shaft, a driven shaft, means for coupling said shafts, means responsive to the resisting torque. imposed to the driven shaft for uncoupling said coupling c levice, power transmission means connecting said shafts inI parallel with said coupling means and including a rotary member, a free wheel mechanism associated with said rotary member,.whereby the latter is loose when said coupling device is engaged and transmits power to said driven shaft when said coupling device is uncoupled, a set of levers connecting the movable member of said coupling means with the carburettor throttle used for the admission of gas to the engine, said set of levers embodying a catch device which closes this throttle upon displacement of the movable member towards the coupling position and again opens said throttle upon beginning of the re-engagement of the two parts of said coupling device.

9. An automatic change speed mechanism according to claim 8, wherein a second set of levers connected with the accelerator pedal is pivoted to said first set of levers connected with the movable member of' said coupling means in such manner that the accelerator pedal andsaid movable coupling member will act upon the throttle independently of each other. v

10. In an automatic change speed mechanism,

coupling members rotatable with said driving anddriven shafts respectively and 'adapted to be brought towards and away from each other, a

first one'way clutch mounted on the coupling member on said driven shaft, a first toothed wheel carried by said one way clutch and adapted to rotate said one way clutch, means responsive to the resisting torque imposed to the driven shaft and bearing on one s'ideon said first one .way clutch and on the other side on said coucountershaft respectively and adapted to be brought towardsand awayfrom each other, a second one way clutch mounted on the coupling part rotatable with said countershaft, a second toothed wheel carried by said second one way clutch and adapted to rotate saidV second one Way clutch and to mesh with the other of said wheels on said driving shaft, means responsive to the resisting torque imposed to the countershaft and bearing on one sidey on said second one way clutch and on the other side on said coupling part rotatable with said countershaft and adapted to press yieldingly said coupling parts in engagement with each other, two series of cooperating surfaces respectively between the coupling member on the driven shaft and said first one way clutch and between the coupling part on said countershaft and the second one way clutch adapted to move respectively said coupling-member on the driven shaft and said coupling part on said countershaft apart from the other cooperating coupling member and coupling part against the action of said torque responsive means when said one way clutches are rotated4 by said toothed wheels and to allow said coupling member on the driven shaft and said coupling part on said countershaft to move towards the other cooperating coupling member l -vice inoperative between the moment when said coupling members or. said coupling parts are brought from their coupling position into their uncoupling position and the moment when said coupling members or said coupling parts are separated by said cooperating surfaces, whereby the catch device made inoperative by o ne arm is not adapted to be Vacted upon by the other arm during this period, each arm4 being also adapted out of said period to act upon said catch device and to close said throttle when said corresponding coupling members or coupling parts are brought towards their coupling position and to release said catch device and to .again open said throttle upon beginning of the reengagement of the coupling members or coupling parts.-

1l. In an automatic change speed mechanism,

a driving shaft, a driven shaft, two coupling members rotatable with said driving and driven shafts respectively, adapted to be brought towards and-away from each other and provided with cooperating inclined surfaces adapted to connect operatively said shafts when engaging,A

each other and to slide upon each other so as to separate said members from each other stop means on said driven shaft, a sliding member on said driven shaft adapted to be brought into contact with said stop means, resilient means bearing on one side on said sliding member and on the other side on said coupling member rotatof said driven shaft the force with which said resilient means press said coupling members in engagement, power transmission means connecting in parallel with said coupling members said driving shaft with the coupling member rotatable with said driven shaft and including a rotary member, and a free wheel mechanism associated with said rotary member, whereby the latter isI loose when said coupling members are coupled and `transmits power to said driven shaft when said coupling members are uncoupled.

12. In'an automatic vchange speed mechanism, a driving shaft, a driven shaft, means for coupling said shafts, means responsive to the resisting torque imposed to the driven shaft for uncoupling said coupling means, a countershaft, two gear Wheels rotatable with said countershaft, a gear wheel loosely mounted on said driving shaft and in mesh with one of the wheels on said countershaft, a gear `wheel loosely mounted on saiddriven shaft and in mesh with the other wheel on said countershaft, and clutching means adapted to be operated by said coupling members and to connect said gear wheels on the driving shaft and on the driven shaft respectively with their corresponding shaft when said coupling means are brought into the uncoupling position.

13. In an automatic 'change speed mechanism, a driving shaft, a driven shaft, two coupling members rotatable with said driving and driven shafts respectively, adapted to be brought to- Wards and away from each other and provided with cooperating inclined surfaces adapted to connect operatively said shafts when engaging each other and to slide upon each other so as to separate said members from eachother, resilient means adapted to press yieldingly said coupling members in engagement with each other and to yield when the resisting torque imposed to the driven shaft exceedsfa determined value, centrifugal masses adaptedA to rotate in 'unison with the coupling member on said driven shaft and to urge said resilient meanstowards said coupling members with a force increasing with the speed `of said driven shaft, a set of levers connecting the movable coupling member with the.

Carburettor throttle used for the admission of gas to the engine and embodying a catch device which closes this throttle upon displacement of the movable coupling member towards the coupling position before release of said clutching means and again 'opens said throttle upon beginning of the reengagement of said coupling members, power transmission means connecting in parallel with said coupling members said driving shaft with the coupling member rotatable with said driven shaft and including a rotary member, and a free wheel mechanism associated with said rotary member, whereby the latter is loose when said' coupling members are coupled and transmits power to said driven shaft when said coupling members are uncoupled.

14. In an automatic change speed mechanism, a driving shaft, a driven shaft, two coupling members rotatable with said driving and driven shafts respectively, provided with cooperating'inclined surfaces adapted to engage each other directly in the coupling position and to slide lautomatically against each other so that said inclined surfaces are moved apart and are made independent of each other in the uncoupling position, resilient means adapted to press yieldingly said coupling members in engagement with each other and to yield when the resisting torque imposed tothe driven shaft exceeds a determined value, power transmission means connecting in parallel with said coupling members said driving shaft with the coupling member rotatable with said driven shaft and including a rotary member, and a free wheel mechanism associated with said rotary member, whereby the latter is loose when said coupling members are coupled and ALFRED ATHIMON. 

